Hitch assist system

ABSTRACT

A hitch assist system is provided herein that includes a sensing system configured to detect a trailer proximate a vehicle. A steering system is configured to alter a path of the vehicle. A transmission system has one or more gears therein. A controller is disposed within the hitch assist system and is configured to control the steering system of the vehicle along a path to align a hitch ball with a coupler of the trailer, detect a fault of the steering system or a gear change in the transmission system and pausing the control of the vehicle, and monitor the coupler during repositioning of the vehicle.

FIELD OF THE INVENTION

The present disclosure generally relates to autonomous andsemi-autonomous vehicle systems, and more particularly, to hitch assistsystems that facilitate the hitching of a vehicle to a trailer.

BACKGROUND OF THE INVENTION

The process of hitching a vehicle to a trailer can be difficult,especially to those lacking experience. Accordingly, there is a need fora system that simplifies the process by assisting a user in a simple yetintuitive manner.

SUMMARY OF THE INVENTION

According to some aspects of the present disclosure, a hitch assistsystem is provided herein. The hitch assist system includes a sensingsystem configured to detect a trailer proximate a vehicle. The hitchassist system also includes a steering system configured to alter a pathof the vehicle. A transmission system has one or more gears therein. Thehitch assist system further includes a controller for controlling thesteering system of the vehicle along a path to align a hitch ball with acoupler of the trailer; detecting a fault of the steering system or agear change in the transmission system and pausing a hitch assistoperation of the vehicle; and monitoring the coupler duringrepositioning of the vehicle.

According to some aspects of the present disclosure, a hitch assistmethod is provided herein. The method includes autonomously controllinga steering system to move a vehicle along a path to align the vehiclewith a coupler. The method also includes detecting a steering fault ofthe steering system. The method further includes pausing control of thesteering system when the vehicle is repositioned. Lastly, the methodincludes monitoring the coupler while the vehicle is repositioned.

According to some aspects of the present disclosure, a hitch assistsystem is provided herein. The hitch assist system includes a sensingsystem configured to monitor a trailer having a coupler. A transmissionsystem includes one or more gears. The hitch assist system furtherincludes a controller for generating a path to align a hitch assemblywith the coupler; detecting a change in gears; pausing a hitch assistoperation of the vehicle; and monitoring the coupler while the hitchassist operation is paused.

These and other aspects, objects, and features of the present inventionwill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a top perspective view of a vehicle and a trailer, the vehiclebeing equipped with a hitch assistance system (also referred to as a“hitch assist” system), according to some examples;

FIG. 2 is a block diagram illustrating various components of the hitchassist system, according to some examples;

FIG. 3 is an overhead schematic view of the vehicle during a step of thealignment sequence with the trailer, according to some examples;

FIG. 4 is an overhead schematic view of the vehicle during a subsequentstep of the alignment sequence with the trailer, according to someexamples;

FIG. 5 is an overhead schematic view of the vehicle during a subsequentstep of the alignment sequence with the trailer, according to someexamples;

FIG. 6 is an overhead schematic view of the vehicle during a subsequentstep of the alignment sequence with the trailer and showing the positionof a hitch ball of the vehicle at an end of a derived alignment path,according to some examples;

FIG. 7 is a schematic view of a power steering system including asteering motor, according to some examples;

FIG. 8 is a flowchart of an operating routine of the hitch assist systemwhen a user input is detected in response to a steering fault, accordingto some examples; and

FIG. 9 is a flowchart of an operating routine of the hitch assist systemwhen a user alters the mode of operation of a transmission system,according to some examples.

DETAILED DESCRIPTION OF THE PREFERRED EXAMPLES

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” and derivativesthereof shall relate to the invention as oriented in FIG. 1. However, itis to be understood that the invention may assume various alternativeorientations, except where expressly specified to the contrary. It isalso to be understood that the specific devices and processesillustrated in the attached drawings, and described in the followingspecification are simply exemplary examples of the inventive conceptsdefined in the appended claims. Hence, specific dimensions and otherphysical characteristics relating to the examples disclosed herein arenot to be considered as limiting, unless the claims expressly stateotherwise.

As required, detailed examples of the present invention are disclosedherein. However, it is to be understood that the disclosed examples aremerely exemplary of the invention that may be embodied in various andalternative forms. The figures are not necessarily to a detailed designand some schematics may be exaggerated or minimized to show functionoverview. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

In this document, relational terms, such as first and second, top andbottom, and the like, are used solely to distinguish one entity oraction from another entity or action, without necessarily requiring orimplying any actual such relationship or order between such entities oractions. The terms “comprises,” “comprising,” or any other variationthereof, are intended to cover a non-exclusive inclusion, such that aprocess, method, article, or apparatus that comprises a list of elementsdoes not include only those elements but may include other elements notexpressly listed or inherent to such process, method, article, orapparatus. An element preceded by “comprises” does not, without moreconstraints, preclude the existence of additional identical elements inthe process, method, article, or apparatus that comprises the element.

As used herein, the term “and/or,” when used in a list of two or moreitems, means that any one of the listed items can be employed by itself,or any combination of two or more of the listed items can be employed.For example, if a composition is described as containing components A,B, and/or C, the composition can contain A alone; B alone; C alone; Aand B in combination; A and C in combination; B and C in combination; orA, B, and C in combination.

The following disclosure describes a hitch assist system for a vehicle.The hitch assist system may include a sensing system for detecting acoupler of a trailer proximate the vehicle and a controller forgenerating a vehicle path to align the vehicle with the coupler and/ormoving the vehicle along the path. In some instances, a user may alterthe steering system and/or a powertrain system of the vehicle while thevehicle is moved along the path. In response, the controller may pauseone or more hitch assist operations while continuing to monitor thetarget such that the hitch assist operations may reinitiate withouthaving to perform one or more initial operations, such as identifyingthe coupler, estimating a height of the coupler, generating a vehiclepath, identifying a hitch assembly coupler to the vehicle, etc.

Referring to FIGS. 1 and 2, reference numeral 10 designates a hitchassist system (also referred to as a “hitch assist” system) for avehicle 12. In particular, the hitch assist system 10 includes acontroller 14 acquiring position data of a coupler 16 of a trailer 18and deriving a vehicle path 20 (FIG. 3) to align a hitch assembly 22 ofthe vehicle 12 with the coupler 16. In some examples, the hitch assembly22 may include a ball mount 24 supporting a hitch ball 26. The hitchball 26 may be fixed on the ball mount 24 that extends from the vehicle12 and/or the hitch ball 26 may be fixed to a portion of the vehicle 12,such as a bumper of the vehicle 12. In some examples, the ball mount 24may couple with a receiver 28 that is fixed to the vehicle 12.

As shown in FIG. 1, the vehicle 12 is exemplarily embodied as a pickuptruck having a truck bed 30 that is accessible via a rotatable tailgate32. The hitch ball 26 may be received by a hitch coupler 16 in the formof a coupler ball socket 34 that is provided at a terminal end portionof the trailer coupler 16. The trailer 18 is exemplarily embodied as asingle axle trailer from which the coupler 16 extends longitudinally. Itwill be appreciated that additional examples of the trailer 18 mayalternatively couple with the vehicle 12 to provide a pivotingconnection, such as by connecting with a fifth wheel connector. It isalso contemplated that additional examples of the trailer 18 may includemore than one axle and may have various shapes and sizes configured fordifferent loads and items, such as a box trailer or a flatbed trailerwithout departing from the teachings provided herein.

With respect to the general operation of the hitch assist system 10, asillustrated in FIG. 2, the hitch assist system 10 includes a sensingsystem 46 that includes various sensors and devices that obtain orotherwise provide vehicle status-related information. For example, insome instances, the sensing system 46 incorporates an imaging system 36that includes one or more exterior imagers 38, 40, 42, 44, or any othervision-based device. The one or more imagers 38, 40, 42, 44 each includean area-type image sensor, such as a CCD or a CMOS image sensor, andimage-capturing optics that capture an image of an imaging field of view(e.g., fields of view 48, 50, 52 a, 52 b, FIG. 5) defined by theimage-capturing optics. In some instances, the one or more imagers 38,40, 42, 44 may derive an image patch 54 from multiple image frames thatmay be shown on a display 118. In various examples, the hitch assistsystem 10 may include any one or more of a center high-mount stop light(CHMSL) imager 38, a rear imager 40, a left-side side-view imager 42,and/or a right-side side-view imager 44, although other arrangementsincluding additional or alternative imagers are possible withoutdeparting from the scope of the present disclosure.

In some examples, the imaging system 36 can include the rear imager 40alone or can be configured such that the hitch assist system 10 utilizesonly the rear imager 40 in a vehicle 12 with the multiple exteriorimagers 38, 40, 42, 44. In some instances, the various imagers 38, 40,42, 44 included in the imaging system 36 can be positioned to generallyoverlap in their respective fields of view, which in the depictedarrangement of FIG. 5 includes fields of view 48, 50, 52 a, 52 b tocorrespond with the CHMSL imager 38, the rear imager 40, and theside-view imagers 42 and 44, respectively. In this manner, image data 56from two or more of the imagers 38, 40, 42, 44 can be combined in animage processing routine 58, or in another dedicated image processorwithin the imaging system 36, into a single image or image patch 54. Inan extension of such examples, the image data 56 can be used to derivestereoscopic image data 56 that can be used to reconstruct athree-dimensional scene of the area or areas within overlapped areas ofthe various fields of view 48, 50, 52 a, 52 b, including any objects(e.g., obstacles or the coupler 16) therein.

In some examples, the use of two images including the same object can beused to determine a location of the object relative to the two imagers38, 40, 42, and/or 44, given a known spatial relationship between theimagers 38, 40, 42, 44 through projective geometry of the imagers 38,40, 42, 44. In this respect, the image processing routine 58 can useknown programming and/or functionality to identify an object within theimage data 56 from the various imagers 38, 40, 42, 44 within the imagingsystem 36. The image processing routine 58 can include informationrelated to the positioning of any of the imagers 38, 40, 42, 44 presenton the vehicle 12 or utilized by the hitch assist system 10, includingrelative to a center 62 (FIG. 1) of the vehicle 12. For example, thepositions of the imagers 38, 40, 42, 44 relative to the center 62 of thevehicle 12 and/or to each other can be used for object positioningcalculations and to result in object position data relative to thecenter 62 of the vehicle 12, for example, or other features of thevehicle 12, such as the hitch ball 26 (FIG. 1), with known positionsrelative to the center 62 of the vehicle 12 in a manner similar to thatwhich is described in commonly assigned U.S. patent application Ser. No.15/708,427, filed Sep. 19, 2017, and entitled “HITCH ASSIST SYSTEM WITHHITCH COUPLER IDENTIFICATION FEATURE AND HITCH COUPLER HEIGHTESTIMATION,” the entire disclosure of which is incorporated by referenceherein.

With further reference to FIGS. 1 and 2, a proximity sensor 64 or anarray thereof, and/or other vehicle sensors 70, may provide sensorsignals that the controller 14 of the hitch assist system 10 processeswith various routines to determine various objects proximate the vehicle12, the trailer 18, and/or the coupler 16 of the trailer 18. Theproximity sensor 64 may also be utilized to determine a height andposition of the coupler 16. The proximity sensor 64 may be configured asany type of sensor, such as an ultrasonic sensor, a radio detection andranging (RADAR) sensor, a sound navigation and ranging (SONAR) sensor, alight detection and ranging (LIDAR) sensor, a vision-based sensor,and/or any other type of sensor known in the art.

Referring still to FIGS. 1 and 2, a positioning system 66, which mayinclude a dead reckoning device 68 or, in addition, or as analternative, a global positioning system (GPS) that determines acoordinate location of the vehicle 12. For example, the dead reckoningdevice 68 can establish and track the coordinate location of the vehicle12 within a localized coordinate system based at least on vehicle speedand/or steering angle δ (FIG. 3). The controller 14 may also be operablycoupled with various vehicle sensors 70, such as a speed sensor 72 and ayaw rate sensor 74. Additionally, the controller 14 may communicate withone or more gyroscopes 76 and accelerometers 78 to measure the position,orientation, direction, and/or speed of the vehicle 12.

To enable autonomous or semi-autonomous control of the vehicle 12, thecontroller 14 of the hitch assist system 10 may be further configured tocommunicate with a variety of vehicle systems. According to someexamples, the controller 14 of the hitch assist system 10 may control apower assist steering system 80 of the vehicle 12 to operate the steeredroad wheels 82 of the vehicle 12 while the vehicle 12 moves along avehicle path 20. The power assist steering system 80 may be an electricpower-assisted steering (EPAS) system that includes an electric steeringmotor 84 for turning the steered road wheels 82 to a steering angle δbased on a steering command generated by the controller 14, whereby thesteering angle δ may be sensed by a steering angle sensor 86 of thepower assist steering system 80 and provided to the controller 14. Asdescribed herein, the steering command may be provided for autonomouslysteering the vehicle 12 during a maneuver and may alternatively beprovided manually via a rotational position (e.g., a steering wheelangle) of a steering wheel 88 (FIG. 3) or a steering input device 90,which may be provided to enable a driver to control or otherwise modifythe desired curvature of the path 20 of vehicle 12. The steering inputdevice 90 may be communicatively coupled to the controller 14 in a wiredor wireless manner and provides the controller 14 with informationdefining the desired curvature of the path 20 of the vehicle 12. Inresponse, the controller 14 processes the information and generatescorresponding steering commands that are supplied to the power assiststeering system 80 of the vehicle 12. In some examples, the steeringinput device 90 includes a rotatable knob 92 operable between a numberof rotated positions that each provides an incremental change to thedesired curvature of the path 20 of the vehicle 12.

In some examples, the steering wheel 88 of the vehicle 12 may bemechanically coupled with the steered road wheels 82 of the vehicle 12,such that the steering wheel 88 moves in concert with steered roadwheels 82 via an internal torque during autonomous steering of thevehicle 12. In such instances, the power assist steering system 80 mayinclude a torque sensor 94 that senses torque (e.g., gripping and/orturning) on the steering wheel 88 that is not expected from theautonomous control of the steering wheel 88 and therefore is indicativeof manual intervention by the driver. In some examples, the externaltorque applied to the steering wheel 88 may serve as a signal to thecontroller 14 that the driver has taken manual control and for the hitchassist system 10 to discontinue autonomous steering functionality.However, as provided in more detail below, the hitch assist system 10may continue one or more functions/operations while discontinuing theautonomous steering of the vehicle.

The controller 14 of the hitch assist system 10 may also communicatewith a vehicle brake control system 96 of the vehicle 12 to receivevehicle speed information such as individual wheel speeds of the vehicle12. Additionally or alternatively, vehicle speed information may beprovided to the controller 14 by a powertrain control system 98 and/orthe vehicle speed sensor 72, among other conceivable means. Thepowertrain control system 98 may include a throttle 100 and atransmission system 102. A gear selector 104 may be disposed within thetransmission system 102 that controls the mode of operation of thevehicle transmission system 102 through one or more gears of thetransmission system 102. In some examples, the controller 14 may providebraking commands to the vehicle brake control system 96, therebyallowing the hitch assist system 10 to regulate the speed of the vehicle12 during a maneuver of the vehicle 12. It will be appreciated that thecontroller 14 may additionally or alternatively regulate the speed ofthe vehicle 12 via interaction with the powertrain control system 98.

Through interaction with the power assist steering system 80, thevehicle brake control system 96, and/or the powertrain control system 98of the vehicle 12, the potential for unacceptable conditions can bereduced when the vehicle 12 is moving along the path 20. Examples ofunacceptable conditions include, but are not limited to, a vehicleover-speed condition, sensor failure, and the like. In suchcircumstances, the driver may be unaware of the failure until theunacceptable backup condition is imminent or already happening.Therefore, it is disclosed herein that the controller 14 of the hitchassist system 10 can generate an alert signal corresponding to anotification of an actual, impending, and/or anticipated unacceptablebackup condition, and prior to driver intervention, generate acountermeasure to prevent such an unacceptable backup condition.

According to some examples, the controller 14 may communicate with oneor more devices, including a vehicle notification system 106, which mayprompt visual, auditory, and tactile notifications and/or warnings. Forinstance, vehicle brake lights 108 and/or vehicle emergency flashers mayprovide a visual alert. A vehicle horn 110 and/or speaker 112 mayprovide an audible alert. Additionally, the controller 14 and/or vehiclenotification system 106 may communicate with a user-input device, suchas a human-machine interface (HMI) 114 of the vehicle 12. The HMI 114may include a touchscreen 116, or other user-input device, such as anavigation and/or entertainment display 118 mounted within a cockpitmodule, an instrument cluster, and/or any other location within thevehicle 12, which may be capable of displaying images, indicating thealert.

In some instances, the HMI 114 further includes an input device, whichcan be implemented by configuring the display 118 as a portion of thetouchscreen 116 with circuitry 120 to receive an input correspondingwith a location over the display 118. Other forms of input, includingone or more joysticks, digital input pads, or the like can be used inplace or in addition to touchscreen 116.

Further, the hitch assist system 10 may communicate via wired and/orwireless communication with some instances of the HMI 114 and/or withone or more handheld or portable devices 122 (FIG. 1), which mayadditionally and/or alternatively be configured as the user-inputdevice. The network may be one or more of various wired or wirelesscommunication mechanisms, including any desired combination of wired(e.g., cable and fiber) and/or wireless (e.g., cellular, wireless,satellite, microwave, and radio frequency) communication mechanisms andany desired network topology (or topologies when multiple communicationmechanisms are utilized). Exemplary wireless communication networksinclude a wireless transceiver (e.g., a BLUETOOTH module, a ZIGBEEtransceiver, a Wi-Fi transceiver, an IrDA transceiver, an RFIDtransceiver, etc.), local area networks (LAN), and/or wide area networks(WAN), including the Internet, providing data communication services.

The portable device 122 may also include the display 118 for displayingone or more images and other information to a user U. For instance, theportable device 122 may display one or more images of the trailer 18 onthe display 118 and may be further able to receive remote user inputsvia touchscreen circuitry 120. In addition, the portable device 122 mayprovide feedback information, such as visual, audible, and tactilealerts. It will be appreciated that the portable device 122 may be anyone of a variety of computing devices and may include a processor andmemory. For example, the portable device 122 may be a cell phone, mobilecommunication device, key fob, wearable device (e.g., fitness band,watch, glasses, jewelry, wallet), apparel (e.g., a tee shirt, gloves,shoes or other accessories), personal digital assistant, headphonesand/or other devices that include capabilities for wirelesscommunications and/or any wired communications protocols.

The controller 14 is configured with a microprocessor 124 and/or otheranalog and/or digital circuitry for processing one or more logicroutines stored in a memory 126. The logic routines may include one ormore routines including the image processing routine 58, a hitchdetection routine, a path derivation routine 128, and an operatingroutine 130. Information from the imager 40 or other components of thesensing system 46 can be supplied to the controller 14 via acommunication network of the vehicle 12, which can include a controllerarea network (CAN), a local interconnect network (LIN), or otherprotocols used in the automotive industry. It will be appreciated thatthe controller 14 may be a stand-alone dedicated controller or may be ashared controller integrated with the imager 40 or other component ofthe hitch assist system 10 in addition to any other conceivable onboardor off-board vehicle control systems.

The controller 14 may include any combination of software and/orprocessing circuitry suitable for controlling the various components ofthe hitch assist system 10 described herein including without limitationmicroprocessors, microcontrollers, application-specific integratedcircuits, programmable gate arrays, and any other digital and/or analogcomponents, as well as combinations of the foregoing, along with inputsand outputs for transceiving control signals, drive signals, powersignals, sensor signals, and so forth. All such computing devices andenvironments are intended to fall within the meaning of the term“controller” or “processor” as used herein unless a different meaning isexplicitly provided or otherwise clear from the context.

With further reference to FIGS. 2-6, the controller 14 may generatevehicle steering information and commands as a function of all or aportion of the information received. Thereafter, the vehicle steeringinformation and commands may be provided to the power assist steeringsystem 80 for effecting the steering of the vehicle 12 to achieve acommanded path 20 of travel for alignment with the coupler 16 of thetrailer 18. It will further be appreciated that the image processingroutine 58 may be carried out by a dedicated processor, for example,within a stand-alone imaging system 36 for the vehicle 12 that canoutput the results of its image processing to other components andsystems of vehicle 12, including the microprocessor 124. Further, anysystem, computer, processor, or the like that completes image processingfunctionality, such as that described herein, may be referred to hereinas an “image processor” regardless of other functionality it may alsoimplement (including simultaneously with executing the image processingroutine 58).

In some examples, the image processing routine 58 can be programmed orotherwise configured to locate the coupler 16 within the image data 56.In some instances, the image processing routine 58 can identify thecoupler 16 within the image data 56 based on stored or otherwise knownvisual characteristics of the coupler 16 or hitches in general. In someinstances, a marker in the form of a sticker or the like may be affixedwith trailer 18 in a specified position relative to coupler 16 in amanner similar to that which is described in commonly assigned U.S. Pat.No. 9,102,271, entitled “TRAILER MONITORING SYSTEM AND METHOD,” theentire disclosure of which is incorporated by reference herein. In suchexamples, the image processing routine 58 may be programmed withidentifying characteristics of the marker for location in the image data56, as well as the positioning of the coupler 16 relative to such amarker so that the location of the coupler 16 can be determined based onthe marker location. Additionally or alternatively, the controller 14may seek confirmation of the coupler 16, via a prompt on the touchscreen116 and/or the portable device 122. If the coupler 16 determination isnot confirmed, further image processing may be provided, oruser-adjustment of the position 134 of the coupler 16 may befacilitated, either using the touchscreen 116 or another input to allowthe user U to move the depicted position 134 of the coupler 16 on thetouchscreen 116, which the controller 14 uses to adjust thedetermination of the position 134 of the coupler 16 with respect to thevehicle 12 based on the above-described use of the image data 56.Alternatively, the user U can visually determine the position 134 of thecoupler 16 within an image presented on HMI 114 and can provide a touchinput in a manner similar to that which is described in co-pending,commonly-assigned U.S. Pat. App. No. 15/583,014, filed May 1, 2017, andentitled “SYSTEM TO AUTOMATE HITCHING A TRAILER,” the entire disclosureof which is incorporated by reference herein. The image processingroutine 58 can then correlate the location of the touch input with thecoordinate system applied to the image patch.

As shown in FIGS. 3-6, in some exemplary instances of the hitch assistsystem 10, the image processing routine 58 and operating routine 130 maybe used in conjunction with each other to determine the path 20 alongwhich the hitch assist system 10 can guide the vehicle 12 to align thehitch ball 26 and the coupler 16 of the trailer 18. In the exampleshown, an initial position of the vehicle 12 relative to the trailer 18may be such that the coupler 16 is in the field of view 52 a of the sideimager 42, with the vehicle 12 being positioned latitudinally from thetrailer 18 but with the coupler 16 being almost longitudinally alignedwith the hitch ball 26. In this manner, upon initiation of the hitchassist system 10, such as by user input on the touchscreen 116, forexample, the image processing routine 58 can identify the coupler 16within the image data 56 of the imager 42 and estimate the position 134of the coupler 16 relative to the hitch ball 26 using the image data 56in accordance with the examples discussed above or by other known means,including by receiving focal length information within image data 56 todetermine a distance D_(c) to the coupler 16 and an angle α_(c) ofoffset between the coupler 16 and the longitudinal axis of vehicle 12.Once the positioning D_(c), α_(c) of the coupler 16 has been determinedand, optionally, confirmed by the user U, the controller 14 can takecontrol of at least the vehicle steering system 80 to control themovement of the vehicle 12 along the desired path 20 to align thevehicle hitch ball 26 with the coupler 16.

Continuing with reference to FIG. 3, the controller 14 (FIG. 2), havingestimated the positioning D_(c), α_(c) of the coupler 16, as discussedabove, can, in some examples, execute the path derivation routine 128 todetermine the vehicle path 20 to align the vehicle hitch ball 26 withthe coupler 16. The controller 14 can store various characteristics ofvehicle 12, including a wheelbase W, a distance D from the rear axle tothe hitch ball 26, which is referred to herein as the drawbar length, aswell as a maximum angle to which the steered wheels 82 can be turnedδ_(max). As shown, the wheelbase W and the current steering angle δ canbe used to determine a corresponding turning radius ρ for the vehicle 12according to the equation:

$\begin{matrix}{{\rho = \frac{1}{W\; \tan \; \delta}},} & (1)\end{matrix}$

in which the wheelbase W is fixed and the steering angle δ can becontrolled by the controller 14 by communication with the steeringsystem 80, as discussed above. In this manner, when the maximum steeringangle δ_(max) is known, the smallest possible value for the turningradius ρ_(min) is determined as:

$\begin{matrix}{\rho_{m\; i\; n} = {\frac{1}{W\; \tan \; \delta_{{ma}\; x}}.}} & (2)\end{matrix}$

The path derivation routine 128 can be programmed to derive the vehiclepath 20 to align a known location of the vehicle hitch ball 26 with theestimated position 134 of the coupler 16 that takes into account thedetermined minimum turning radius ρ_(min), which may allow the path 20to use the minimum amount of space and maneuvers. In this manner, thepath derivation routine 128 can use the position of the vehicle 12,which can be based on the center 62 of the vehicle 12, a location alongthe rear axle, the location of the dead reckoning device 68, or anotherknown location on the coordinate system, to determine both a lateraldistance to the coupler 16 and a forward or rearward distance to coupler16 and derive the path 20 that achieves lateral and/or forward-backwardmovement of the vehicle 12 within the limitations of the steering system80. The derivation of the path 20 further takes into account thepositioning of the hitch ball 26 relative to the tracked location ofvehicle 12 (which may correspond with the center 62 of mass of thevehicle 12, the location of a GPS receiver, or another specified, knownarea) to determine the needed positioning of the vehicle 12 to align thehitch ball 26 with the coupler 16.

Once the projected path 20, including the endpoint 132, has beendetermined, the controller 14 may at least control the steering system80 of the vehicle 12 with the powertrain control system 98 and the brakecontrol system 96 (whether controlled by the driver or by the controller14) controlling the speed (forward or rearward) of the vehicle 12. Inthis manner, the controller 14 can receive data regarding the positionof the vehicle 12 during movement thereof from the positioning system 66while controlling the steering system 80 to maintain the vehicle 12along the path 20. The path 20, having been determined based on thevehicle 12 and the geometry of steering system 80, can adjust thesteering angle δ, as dictated by the path 20, depending on the positionof the vehicle 12 therealong.

As illustrated in FIG. 3, the initial positioning of the trailer 18relative to the vehicle 12 may be such that forward movement of vehicle12 is needed for the desired vehicle path 20, such as when the trailer18 is latitudinally offset to the side of vehicle 12. In this manner,the path 20 may include various segments 136 of forward driving and/orrearward driving of the vehicle 12 separated by inflection points 138 atwhich the vehicle 12 transitions between forward and rearward movement.As used herein, “inflection points” are any point along the vehicle path20 in which a vehicle condition is changed. The vehicle conditionsinclude, but are not limited to, a change in speed, a change in steeringangle δ, a change in vehicle direction, and/or any other possiblevehicle condition that may be adjusted. For example, if a vehicle speedis altered, an inflection point 138 may be at the location where thespeed was altered. In some examples, the path derivation routine 128 canbe configured to include a straight backing segment 136 for a defineddistance before reaching the point at which the hitch ball 26 is alignedwith the position 134 of the coupler 16. The remaining segments 136 canbe determined to achieve the lateral and forward/backward movementwithin the smallest area possible and/or with the lowest number ofoverall segments 136 or inflection points 138. In the illustratedexample of FIG. 3, the path 20 can include two segments 136 thatcollectively traverse the lateral movement of the vehicle 12, whileproviding a segment 136 of straight rearward backing to bring the hitchball 26 into an offset position 134 of the coupler 16, one of whichincludes forward driving with a maximum steering angle δ_(max) in therightward-turning direction and the other including forward driving witha maximum steering angle δ_(max) in the leftward-turning direction.Subsequently, an inflection point 138 is included in which the vehicle12 transitions from forward driving to rearward driving followed by thepreviously-mentioned straight rearward backing segment 136. It is notedthat variations in the depicted path 20 may be used, including avariation with a single forward-driving segment 136 at a rightwardsteering angle δ less than the maximum steering angle δ_(max), followedby an inflection point 138 and a rearward driving segment 136 at amaximum leftward steering angle δ_(max) with a shorter straight backingsegment 136, with still further paths 20 being possible.

In some instances, the hitch assist system 10 may be configured tooperate with the vehicle 12 in reverse only, in which case, the hitchassist system 10 can prompt the driver to drive vehicle 12, as needed,to position the trailer 18 in a designated area relative to the vehicle12, including to the rear thereof so that path derivation routine 128can determine a vehicle path 20 that includes rearward driving. Suchinstructions can further prompt the driver to position the vehicle 12relative to the trailer 18 to compensate for other limitations of thehitch assist system 10, including a particular distance foridentification of the coupler 16, a minimum offset angle α_(c), or thelike. It is further noted that the estimates for the positioning D_(c),α_(c) of the coupler 16 may become more accurate as the vehicle 12traverses the path 20, including to position the vehicle 12 in front ofthe trailer 18 and as the vehicle 12 approaches the coupler 16.Accordingly, such estimates can be derived and used to update the pathderivation routine 128, if desired, in the determination of the adjustedinitial endpoint 132 for the path 20.

Referring to FIGS. 5 and 6, a strategy for determining an initialendpoint 132 for the vehicle path 20 that places hitch ball 26 in aprojected position for alignment with the coupler 16 involvescalculating the actual or an approximate trajectory for movement of thecoupler 16 while lowering the coupler 16 onto the hitch ball 26. Theinitial endpoint 132 is then derived, as discussed above or otherwise,to place hitch ball 26 at the desired location 140 on that trajectory.In effect, such a scheme is implemented by determining the differencebetween the height H_(c) of the coupler 16 and the height H_(b) of thehitch ball 26, which represents the vertical distance by which coupler16 will be lowered to engage with hitch ball 26. The determinedtrajectory is then used to relate the vertical distance with acorresponding horizontal distance Δx of coupler 16 movement in thedriving direction that results from the vertical distance. Thishorizontal distance Δx can be input into the path derivation routine 128as the desired initial endpoint 132 thereof or can be applied as anoffset to the initial endpoint 132 derived from the initially determinedposition 134 of the coupler 16 when the path 20 ends with thestraight-backing segment 136, as illustrated in FIG. 3.

Referring again to FIGS. 5 and 6, the operating routine 130 may continueto guide the vehicle 12 until the hitch ball 26 is in the desired finalendpoint 140 relative to the coupler 16 for the coupler 16 to engagewith the hitch ball 26 when the coupler 16 is lowered into alignmentand/or engagement therewith. In the examples discussed above, the imageprocessing routine 58 monitors the positioning D_(c), α_(c) of thecoupler 16 during execution of the operating routine 130, including asthe coupler 16 comes into clearer view of the rear imager 40 withcontinued movement of the vehicle 12 along the path 20. As discussedabove, the position of the vehicle 12 can also be monitored by the deadreckoning device 68 with the position 134 of the coupler 16 beingupdated and fed into the path derivation routine 128 in case the path 20and or the initial endpoint 132 can be refined or should be updated (dueto, for example, improved height H_(c), distance D_(c), or offset angleα_(c), information due to closer resolution or additional image data56), including as the vehicle 12 moves closer to the trailer 18. In someinstances, the coupler 16 can be assumed static such that the positionof the vehicle 12 can be tracked by continuing to track the coupler 16to remove the need for use of the dead reckoning device 68. In a similarmanner, a modified variation of the operating routine 130 can progressthrough a predetermined sequence of maneuvers involving steering of thevehicle 12 at or below a maximum steering angle δ_(max), while trackingthe position D_(c), α_(c) of the coupler 16 to converge the knownrelative position of the hitch ball 26 to the desired final endpoint 140thereof relative to the tracked position 134 of the coupler 16.

Referring to FIG. 7, a schematic diagram of an exemplary power assiststeering system 80 is illustrated. The power assist steering system 80may include the steering wheel 88, a steering gear 142, a pitman armdisposed on an output shaft of steering gear 142 for connecting to avehicle steering linkage, and a steering column assembly 144 disposedbetween the steering wheel 88 and the steering gear 142. Progressingfrom steering wheel 88 to the steering gear 142, the exemplary steeringcolumn assembly 144 includes an upper shaft 146, an upper intermediateshaft 148, a lower intermediate shaft 150, and a lower shaft 152. Theupper shaft 146 passes through a firewall 154 that separates an enginecompartment 156 from a passenger cabin 158 with the steering wheel 88being disposed in the passenger cabin 158. Respective universal joints160 (e.g., cardan-type) connect the upper shaft 146 to the upperintermediate shaft 148, the upper intermediate shaft 148 to the lowerintermediate shaft 150 and the lower shaft 152 to an input shaft of thesteering gear 142. A sliding splined coupling joint 162 slidablyconnects the lower intermediate shaft 150 and the lower shaft 152. Theslidable connection accommodates axial displacement of the lower shaft152 due to the axial displacement induced by the universal joint 160. Asliding spline feature incorporated into upper intermediate shaft 148similarly accommodates axial displacements induced by the universaljoints 160 at the ends of the upper intermediate shaft 148.

An exemplary electric steering motor 84 is illustrated in FIG. 7 asbeing incorporated into the lower intermediate shaft 150. The electricsteering motor 84 is operably coupled with an electronic control unit(“ECU”) 164, the torque sensor 94, the steering angle sensor 86, and/ora reduction drive mechanism to achieve a torque on a steering columnshaft axis. The steering motor 84 defines a motor axis of rotation onwhich a motor shaft is centered and about which the motor shaft rotates.The steering system 80 is electrically connected to, and/or may beunderstood as including, the ECU 164, which may be alternativelycharacterized as an independent controller, the hitch assist controller14, and/or a computer.

In some instances, the steering motor 84 operates in at least two modes,which may be a steering assist mode and an autonomous/semi-autonomousmode. In examples of the steering assist mode, the steering motor 84applies a supplemental steering torque to the steering column assembly144 to reduce a driver steering effort, which may occur during the hitchassist operations, to assist the user U in maintaining the vehicle 12 onthe alignment path 20. The supplemental torque is in addition to anassist provided by the hydraulic steering gear 142. A magnitude of thesupplemental steering torque varies as a function of a driver-appliedsteering wheel torque as measured by the torque sensor 94. Thesupplemental torque reduces a force that the user U needs to apply tothe steering wheel 88 to achieve a desired repositioning of the steeringlinkage, and to maintain a particular steering linkage position. Inexamples of the autonomous/semi-autonomous, the steering system 80performs hitch assist functions without user U input. In some examples,the external torque applied to the steering wheel 88 may serve as asignal to the controller 14 that the driver has taken manual control andfor the hitch assist system 10 to discontinue autonomous steeringfunctionality.

In some examples, a wide array of constraints may impact the ability ofthe steering motor 84 to operate in the steering assist and/orautonomous/semi-autonomous modes, including, but not limited to, maximumpower available for the steering motor 84, surface friction of ground,surface friction of vehicle road wheels 82, lateral resistance onvehicle road wheels 82 (i.e. deep snow or mud), lateral obstructionalongside vehicle road wheels 82 (i.e. a rock), amount of steering anglechange requested, current steering angle (sharp steering more difficultto overcome due to the direction of force in the physical design),vehicle weight (including payload variation), and/or vehicle weightdistribution. In some examples, the hitch assist system 10 may enter apaused state during hitch assist operations in the event of a steeringfault during the hitch assist operations. During the paused state, thehitch assist system 10 may allow for manual control of the steeringsystem 80 during which time the steering motor 84 may release control ofthe steering wheel 88 and/or switch from an autonomous/semi-autonomousmode to an assist mode. While the hitch assist system 10 is in thepaused state, the user U may manually reposition the vehicle 12 whilethe hitch assist system 10 is still active and maintains target trackingthrough the sensing system 46 such that the hitch assist operations mayreinitiate without having to perform one or more initial operations,such as identifying the coupler 16, estimating a height of the coupler16, generating a vehicle path 20, identifying a hitch assembly 22coupled to the vehicle 12, etc.

After manual movement of the vehicle 12 during the paused state, thehitch assist system 10 may reinitiate the hitch assist operations andbegin operating in the steering assist mode and/or theautonomous/semi-autonomous mode. In some instances, upon completion ofthe manual operations in the paused state, the hitch assist system 10may provide an option to the user U to resume the hitch assist operationupon which the user U can relinquish control. During the paused state,the hitch assist system 10 may allow for the user U to manually controlthe PRNDL (i.e., Park, Reverse, Neutral, Drive, Low) mode of thetransmission system 102, powertrain system 98, and/or the brake controlsystem 96 while continuing to track the target (e.g., the coupler 16).Additionally, the hitch assist system 10 may continue to monitor thevehicle 12 orientation in relation to the target (e.g., the coupler 16)to determine when the system can effectively resume the steering assistmode and the autonomous/semi-autonomous mode. In some instances,instructions may be provided on the display 118 (FIG. 2) to correct oneor more conditions manually in order to allow the hitch assist system 10to resume operations.

Referring to FIG. 8, an operating routine 166 of aligning the hitchassembly 22 with the coupler 16 is shown, according to some examples. Inparticular, in step 168, the hitch assist system 10 is initiated. Uponinitiation of the hitch assist system 10, hitch assembly specificationsare determined, and an offset of the coupler 16 relative to the hitchassembly 22 is determined using data from the sensing system 46, whichmay include the available image data 56 and using the image processingroutine 58. In some instances, the user U (such as by way of the HMI114) may confirm the coupler 16. Once the offset is determined at step170, the path derivation routine 128 can be used to determine thevehicle path 20 to align the hitch ball 26 with the coupler 16 at step172. In this manner, the controller 14 uses the path derivation routine128 to determine the path 20 to align the hitch ball 26 with the coupler16 in an overlapping position over hitch ball 26. Once the path 20 hasbeen derived, the hitch assist system 10 can ask the user U torelinquish control of at least the steering wheel 88 of vehicle 12 (and,optionally, the throttle 100 and brake, in various implementations ofthe hitch assist system 10 wherein the controller 14 assumes control ofthe powertrain control system 98 and the brake control system 96 duringexecution of the operating routine 130) while the vehicle 12 performs anauto hitch operation at step 174. When it has been confirmed that user Uis not attempting to control steering system 80 (for example, using thetorque sensor 94), the controller 14 begins to move vehicle 12 along thedetermined path 20. Furthermore, the hitch assist system 10 maydetermine if the transmission system 102 is in the correct gear and mayshift to the desired gear or prompt the user U to shift to the desiredgear. The hitch assist system 10 may then control the steering system 80to maintain the vehicle 12 along the path 20 as either the user U or thecontroller 14 controls the speed of vehicle 12 using the powertraincontrol system 98 and the braking control system 96.

At step 174, the vehicle 12 continues to move along the vehicle path 20while continuing to monitor the steering of the vehicle 12. If asteering fault is detected at step 176, the vehicle 12 may come to astop or instruct the user U to stop the vehicle 12 at step 178. Thesteering fault may be caused by a wide array of constraints, asdescribed herein. In some instances, the steering fault may be generatedwhen the steering motor 84 is at least unable to overcome a resistanceon the steering system 80 caused by the various constraints. In order todetermine a steering fault, the hitch assist system 10 may monitor thesteering angle sensor 86 and compare the measured value to a requestedaltering angle (or, a projected steering angle). If a change in steeringangle is requested, and not achieved, or partially achieved (within anerror threshold), a steering fault is inferred. In some examples, thecontroller 14 can generate a steering angle request SAR at a time to.The steering angle request SAR may be a change from an actual steeringwheel angle SWA. An allowable error margin is defined as the steeringerror threshold SET and an allowable time delay in fulfilling thesteering request may be defined as T_(d). As shown, the steering faultmay be generated after a defined interval, if the actual steering angleSWA is less than the requested angle and is generated less than or equalto the previous value (a value less than infers a malfunction) accordingto the equations:

SWA(t ₀ +t _(d))≤(SAR±SET), and   (3)

(SAR±SET)≥SWA(t ₀).   ( 4 )

If either of the other equations is not true, the vehicle 12 maycontinue along the vehicle path 20 at step 180, until the hitch ball 26is aligned with the coupler 16. It will be appreciated, however, thatthe steering fault may be generated by any method or through any sensorwithout departing from the scope of the present disclosure. Once hitchball 26 is aligned with the coupler 16, the operating routine 130 endsat step 182.

As provided herein, the user U or the controller 14 may control thespeed of vehicle 12 using the powertrain control system 98 and thebraking control system 96. In either example, in assisting in bringingthe vehicle 12 to a stop at step 178, the hitch assist operationsinvolving control of the steering system 80, the powertrain controlsystem 98 and/or the braking control system 96 may be paused, which inreturn, may release usage of these systems to the user U at step 184. Inaddition, upon pausing of the hitch assist operations, a notificationmay be provided to the user U through the vehicle notification system106, which may prompt visual, auditory, and tactile warnings at step186. For instance, vehicle brake lights 108 and vehicle emergencyflashers may provide a visual alert and the vehicle horn 110 and/or thespeaker 112 may provide an audible alert. Additionally, the controller14 and/or vehicle notification system 106 may communicate with the HMI114 of the vehicle 12 and/or through the portable device 122. Thenotification may instruct the user U to reposition the vehicle 12 to adifferent position and/or manually rotate the steering wheel 88.

During the paused state, the user U may control the steering system 80,the powertrain control system 98, and/or the braking control system 96and may reposition the vehicle 12 at step 188. During the paused state,however, the hitch assist system 10 continues to track the target (e.g.,the trailer 18). In some examples, the tracking of the trailer 18 duringthe paused state allows for reinitiating of the hitch assist system 10without needing the user U to reselect the trailer 18 and/or the sensingsystem 46 to search and detect the trailer 18 a second time. If, duringthe paused state, the trailer 18 moves outside of the sensing systemrange (e.g., outside of the fields of view 48, 50, 52 a, 52 b of theimagers 38, 40, 42, 44 (FIG. 5)), the dead reckoning device 68, or anyother device, may be used to estimate the trailer position. Once thetrailer 18 reenters the sensing system range, the tracking of the targetthrough the sensing system 46 may recommence.

At step 190, the hitch assist system 10 continues to monitor the vehicle12 and/or trailer conditions and determines when the autonomous and/orsemi-autonomous control of the vehicle 12 may reinitiate. In somecircumstances, various conditions may be monitored and/or requiredbefore the hitch assist system 10 may retake control of the movement ofthe vehicle 12. For example, in some implementations, the vehicle 12should be stopped, the transmission system 102 should be placed in areverse gear, the doors of the vehicle 12 should be closed, and/or thehitch assist switch should be toggled to the on position. During step192, the hitch assist system 10 may provide various notifications,instructions, and/or alerts to the user U through the display 118 as tothe met and/or unmet conditions, and possibly, how to meet each unmetcondition.

At step 194, once each of the conditions is met, the hitch assist system10 offers the ability to resume the autonomous and/or semi-autonomouscontrol of the vehicle 12. The hitch assist operations may begin uponconfirmation by a user U of an intention to restart such operations. Theconfirmation may be provided through any feature, device, or method. Forexample, a switch 198 (FIG. 1) may be toggled to indicate the user's Udesire to restart the auto hitch operations. The switch 198 may belocated within the vehicle 12, possibly within the HMI 114, and/oractuated through usage of the portable device 122. In some instances,the switch 198 may illuminate when the system may be resumed and/orotherwise highlighted to direct the user U to their ability to restartthe auto hitch operations. Upon confirmation of the user U to restartthe auto hitch operations, the operating routine returns to step 174.

Referring to FIG. 9, an operating routine 200 of aligning the hitchassembly 22 with the coupler 16 is shown, according to some examples inwhich one or more operations of the hitch assist system 10 may bepaused. In particular, in step 202, the hitch assist system 10 isinitiated. Upon initiation of the hitch assist system 10, hitch assemblyspecifications are determined, and an offset of the coupler 16 relativeto the hitch assembly 22 is determined using data from the sensingsystem 46, which may include the available image data 56 and using theimage processing routine 58. In some instances, the user U (such as byway of the HMI 114) may confirm the coupler 16. Once the offset isdetermined at step 204, the path derivation routine 128 can be used todetermine the vehicle path 20 to align the hitch ball 26 with thecoupler 16 at step 206. In this manner, the controller 14 uses the pathderivation routine 128 to determine the path 20 to align the hitch ball26 with the coupler 16 in an overlapping position over hitch ball 26.Once the path 20 has been derived, the hitch assist system 10 can askthe user U to relinquish control of at least the steering wheel 88 ofvehicle 12 (and, optionally, the throttle 100 and brake, in variousimplementations of the hitch assist system 10 wherein the controller 14assumes control of the powertrain control system 98 and the brakecontrol system 96 during execution of the operating routine 130) whilethe vehicle 12 performs an auto hitch operation at step 208. When it hasbeen confirmed that user U is not attempting to control steering system80 (for example, using the torque sensor 94), the controller 14 beginsto move vehicle 12 along the determined path 20. Furthermore, the hitchassist system 10 may determine if the transmission system 102 is in thecorrect gear and may shift to the desired gear or prompt the user U toshift to the desired gear. The hitch assist system 10 may then controlthe steering system 80 to maintain the vehicle 12 along the path 20 aseither the user U or the controller 14 controls the speed of vehicle 12using the powertrain control system 98 and the braking control system96. As discussed herein, the controller 14 or the user U can control atleast the steering system 80, while tracking the position of the coupler16 until the vehicle 12 reaches the endpoint.

At step 210, the vehicle 12 moves along the vehicle path 20 whilecontinuing to monitor a selected mode of operation of the transmissionsystem 102. In some instances, the user U may manually change the gear(e.g., PRNDL) of the transmission system 102 out of the reverse gear toany other state, including but not limited to park, neutral, drive, orlow. In some instances, the hitch assist system 10 may take user Uassistance, for example, if the vehicle 12 becomes stuck. For example,the user U may desire to reposition the vehicle 12 during the automateddriving state, for reasons that include, but are not limited to atransient obstacle being present or potential for vehicle contact withthe obstacle, an obstacle being detected in pathway of the vehicle 12, afault in longitudinal control (i.e. wheels 82 stuck or slipping) of thevehicle 12, a steering fault (i.e. steering stuck due to steering motor84 unable to overcome resistance) of the vehicle 12, an invalid path 20plan due to target detected as out of range or at invalid relativeheading angle, an undesired path 20 plan (i.e. approach angleundesirable), a target tracking failure, and/or a low certainty oftarget tracking.

During the switching of the gears, the user U may utilize the brakecontrol system 96. In some instances, the utilization of thetransmission system 102 and/or the brake control system 96 may occurwithout pausing or aborting the hitch operation while allowing the userU to bring the vehicle 12 to a stop before changing the gear of thetransmission system 102. The hitch assist system 10 may be programmed tostop the vehicle 12, shift to park, and/or apply the parking brake ofthe vehicle 12 when the system experiences a pause and/or an abortsignal. However, in some examples, at step 212, for a user U initiatedchange in the transmission system mode of operation, the hitch assistsystem 10 may override the auto standstill function. The override mayensure that the user U selected transmission system mode of operation ischosen, rather than a system dictated stop condition. For example, ifthe hitch assist system 10 detects a user U initiated shift to the drivegear, the hitch assist system 10 allows the vehicle transmission system102 to be placed in drive as this command was generated by the user U.

As step 214, the hitch assist operations involving control of thesteering system 80, the powertrain control system 98 and/or the brakingcontrol system 96 may be paused, which in return, may release usage ofthese systems to the user U. Upon pausing of the hitch assistoperations, a notification may be provided to the user U through thevehicle notification system 106, which may prompt visual, auditory, andtactile warnings. For instance, vehicle brake lights 108 and vehicleemergency flashers may provide a visual alert and the vehicle horn 110and/or the speaker 112 may provide an audible alert. During the pausedstate, the user U may control the steering system 80, the powertraincontrol system 98 and/or the braking control system 96 and mayreposition the vehicle 12 at step 216. During the paused state, however,the hitch assist system 10 continues to track the target (i.e., thetrailer 18) at step 218. In some examples, the tracking of the trailer18 during the paused state allows for reinitiating of the hitch assistsystem 10 without needing the user U to reselect the trailer 18 and/orthe sensing system 46 to search and detect the trailer 18 a second time.If, during the paused state, the trailer 18 moves outside of the sensingsystem range (e.g., outside of the fields of view 48, 50, 52 a, 52 b ofthe imagers 38, 40, 42, 44 (FIG. 5)), the dead reckoning device 68, orany other device, may be used to estimate the trailer position. Once thetrailer 18 reenters the sensing system 46 range, the tracking mayrecommence.

At step 218, the hitch assist system 10 continues to monitor the vehicle12 and/or trailer conditions and determines when the autonomous and/orsemi-autonomous control of the vehicle 12 may reinitiate. In somecircumstances, various conditions may be monitored and/or requiredbefore the hitch assist system 10 may retake control of the movement ofthe vehicle 12. For example, in some implementations, the vehicle 12should be stopped, the transmission system 102 may be placed in areverse gear, the doors of the vehicle 12 should be closed, and/or thehitch assist switch should be toggled to the on position.

At step 220, once the hitch assist system 10 determines that the abilityto resume the autonomous and/or semi-autonomous control of the vehicle12 is possible, the hitch assist system 10 may determine whether thevehicle 12 is still in motion. If the vehicle 12 is still in motion, atstep 222, the hitch assist system 10 may provide a notification to theuser U that the hitch assist operations may be restarted if the vehicle12 is stopped and/or requests the vehicle 12 to be stopped. If thevehicle 12 is stopped, at step 224, the hitch assist system 10 mayrequest the user U to place the vehicle transmission system 102 backinto the reverse gear, which may be completed by the user U at step 226.The hitch assist operations may present the opportunity for the user Uto resume the auto hitch operations at step 228 and the auto hitchoperations may begin upon confirmation by a user U at step 230. Theconfirmation may be provided through any feature, device, or method. Forexample, the switch 198 (FIG. 1) may be toggled to indicate the user's Udesire to restart the auto hitch operations. In some instances, theswitch 198 may illuminate when the system may be resumed and/orotherwise highlighted to direct the user U to their ability to restartthe auto hitch operations. Upon confirmation of the user U to resume theauto hitch operations, the operating routine returns to step 208.

If the transmission system 102 remains unaltered, the vehicle 12 maycontinue along the vehicle path 20 at step 232, until the hitch ball 26is aligned with the coupler 16. It will be appreciated, however, thatthe transmission system 102 may be monitored by any method or throughany sensor without departing from the scope of the present disclosure.Once hitch ball 26 is aligned with the coupler 16, the operating routine130 ends at step 234.

A variety of advantages may be derived from the use of the presentdisclosure. For example, use of the disclosed hitch assist systemprovides a system for pausing some operations of the hitch assist systemwhile continuing to track the target (e.g., the trailer). In someinstances, a user U may alter the steering system and/or a powertrainsystem of the vehicle while the vehicle is moved along the path in anautonomous and/or a semi-autonomous manner. In response, the controllermay pause one or more hitch assist operations while continuing tomonitor the target such that the hitch assist operations may reinitiatewithout having to perform one or more initial operations, such asidentifying the coupler, estimating a height of the coupler, generatinga vehicle path, identifying a hitch assembly coupler to the vehicle,etc., which may reduce the amount of time needed to align the hitchassembly with the coupler.

According to various examples, a hitch assist system is provided herein.The hitch assist system includes a sensing system configured to detect atrailer proximate a vehicle. The hitch assist system also includes asteering system configured to alter a path of the vehicle. Atransmission system has one or more gears therein. The hitch assistsystem further includes a controller for controlling the steering systemof the vehicle along a path to align a hitch ball with a coupler of thetrailer; detecting a fault of the steering system or a gear change inthe transmission system and pausing a hitch assist operation of thevehicle; and monitoring the coupler during repositioning of the vehicle.Examples of the hitch assist system can include any one or a combinationof the following features:

-   -   a brake control system configured to stop the vehicle upon        detection of the fault of the steering system;    -   the sensing system includes one or more imagers;    -   the imager is located on a rear of a vehicle and is disposed to        capture one or more images of a rear-vehicle scene;    -   a display configured to provide a notification about the        steering fault;    -   the hitch assist system provides a resume function when one or        more conditions have been met;    -   the one or more conditions include stopping of the vehicle, the        transmission system being in a reverse gear, or doors of the        vehicle being in a closed position;    -   a user input device is configured to accept instructions for the        controller to continue controlling the steering system of the        vehicle along a path to align a hitch ball with a coupler when        the one or more conditions have been met;    -   the display is a touchscreen having circuitry to receive an        input corresponding with a location over the display; and/or    -   the controller releases control of at least one of a brake        control system, a powertrain system, or a steering system when        the transmission system is moved from a reverse gear to a        different gear.

Moreover, a hitch assist method is provided herein. The method includesautonomously controlling a steering system to move a vehicle along apath to align the vehicle with a coupler. The method also includesdetecting a steering fault of the steering system. The method furtherincludes pausing control of the steering system when the vehicle isrepositioned. Lastly, the method includes monitoring the coupler whilethe vehicle is repositioned. Examples of the hitch assist method caninclude any one or a combination of the following features:

-   -   providing a notification to alleviate the steering fault;    -   enabling a switch for continuing autonomous control of the        vehicle when the steering fault has been overcome;    -   a sensing system provides the monitoring of the coupler while        the vehicle is repositioned;    -   the controlling of the steering system includes using an        electric steering motor for altering a path of the vehicle;        and/or    -   the steering motor is disposed on an opposing side of a firewall        from a steering wheel.

According to some examples, a hitch assist system is provided herein.The hitch assist system includes a sensing system configured to monitora trailer having a coupler. A transmission system includes one or moregears. The hitch assist system further includes a controller forgenerating a path to align a hitch assembly with the coupler; detectinga change in gears; pausing a hitch assist operation of the vehicle; andmonitoring the coupler while the hitch assist operation is paused.Examples of the hitch assist system can include any one or a combinationof the following features:

-   -   the sensing system includes an imager for capturing one or more        images of the coupler or the hitch ball;    -   the controller releases control of at least one of a brake        control system, a powertrain system, or a steering system when        the transmission system is moved from a reverse gear to a        different gear; and/or    -   the controller resumes control of one or more of a brake control        system, a powertrain system, or a steering system when one or        more conditions have been met.

It will be understood by one having ordinary skill in the art thatconstruction of the described invention and other components is notlimited to any specific material. Other exemplary examples of theinvention disclosed herein may be formed from a wide variety ofmaterials unless described otherwise herein.

For purposes of this disclosure, the term “coupled” (in all of itsforms, couple, coupling, coupled, etc.) generally means the joining oftwo components (electrical or mechanical) directly or indirectly to oneanother. Such joining may be stationary in nature or movable in nature.Such joining may be achieved with the two components (electrical ormechanical) and any additional intermediate members being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature or may be removableor releasable in nature unless otherwise stated.

Furthermore, any arrangement of components to achieve the samefunctionality is effectively “associated” such that the desiredfunctionality is achieved. Hence, any two components herein combined toachieve a particular functionality can be seen as “associated with” eachother such that the desired functionality is achieved, irrespective ofarchitectures or intermedial components. Likewise, any two components soassociated can also be viewed as being “operably connected” or “operablycoupled” to each other to achieve the desired functionality, and any twocomponents capable of being so associated can also be viewed as being“operably couplable” to each other to achieve the desired functionality.Some examples of operably couplable include, but are not limited to,physically mateable and/or physically interacting components and/orwirelessly interactable and/or wirelessly interacting components and/orlogically interacting and/or logically interactable components.Furthermore, it will be understood that a component preceding the term“of the” may be disposed at any practicable location (e.g., on, within,and/or externally disposed from the vehicle) such that the component mayfunction in any manner described herein.

Implementations of the systems, apparatuses, devices, and methodsdisclosed herein may include or utilize a special-purpose orgeneral-purpose computer including computer hardware, such as, forexample, one or more processors and system memory, as discussed herein.Implementations within the scope of the present disclosure may alsoinclude physical and other computer-readable media for carrying orstoring computer-executable instructions and/or data structures. Suchcomputer-readable media can be any available media that can be accessedby a general-purpose or special-purpose computer system.Computer-readable media that store computer-executable instructions arecomputer storage media (devices). Computer-readable media that carrycomputer-executable instructions are transmission media. Thus, by way ofexample, and not limitation, implementations of the present disclosurecan include at least two distinctly different kinds of computer-readablemedia: computer storage media (devices) and transmission media.

Computer storage media (devices) includes RAM, ROM, EEPROM, CD-ROM,solid state drives (“SSDs”) (e.g., based on RAM), Flash memory,phase-change memory (“PCM”), other types of memory, other optical diskstorage, magnetic disk storage or other magnetic storage devices, or anyother medium which can be used to store desired program code means inthe form of computer-executable instructions or data structures andwhich can be accessed by a general-purpose or special-purpose computer.

An implementation of the devices, systems, and methods disclosed hereinmay communicate over a computer network. A “network” is defined as oneor more data links that enable the transport of electronic data betweencomputer systems and/or modules and/or other electronic devices. Wheninformation is transferred or provided over a network or anothercommunications connection (either hardwired, wireless, or anycombination of hardwired or wireless) to a computer, the computerproperly views the connection as a transmission medium. Transmissionmedia can include a network and/or data links, which can be used tocarry desired program code means in the form of computer-executableinstructions or data structures and which can be accessed by ageneral-purpose or special-purpose computer. Combinations of the aboveshould also be included within the scope of computer-readable media.

Computer-executable instructions include, for example, instructions anddata, which, when executed at a processor, cause a general-purposecomputer, special-purpose computer, or special-purpose processing deviceto perform a certain function or group of functions. Thecomputer-executable instructions may be, for example, binaries,intermediate format instructions such as assembly language, or evensource code. Although the subject matter has been described in languagespecific to structural features and/or methodological acts, it is to beunderstood that the subject matter defined in the appended claims is notnecessarily limited to the described features or acts described above.Rather, the described features and acts are disclosed as example formsof implementing the claims.

Those skilled in the art will appreciate that the present disclosure maybe practiced in network computing environments with many types ofcomputer system configurations, including, an in-dash vehicle computer,personal computers, desktop computers, laptop computers, messageprocessors, hand-held devices, multi-processor systems,microprocessor-based or programmable consumer electronics, network PCs,minicomputers, mainframe computers, mobile telephones, PDAs, tablets,pagers, routers, switches, various storage devices, and the like. Thedisclosure may also be practiced in distributed system environmentswhere local and remote computer systems, which are linked (either byhardwired data links, wireless data links, or by any combination ofhardwired and wireless data links) through the network, both performtasks. In a distributed system environment, program modules may belocated in both local and remote memory storage devices.

Further, where appropriate, functions described herein can be performedin one or more of hardware, software, firmware, digital components, oranalog components. For example, one or more application specificintegrated circuits (ASICs) can be programmed to carry out one or moreof the systems and procedures described herein. Certain terms are usedthroughout the description and claims to refer to particular systemcomponents. As one skilled in the art will appreciate, components may bereferred to by different names. This document does not intend todistinguish between components that differ in name, but not function.

It will be noted that the sensor examples discussed above might includecomputer hardware, software, firmware, or any combination thereof toperform at least a portion of their functions. For example, a sensor mayinclude computer code configured to be executed in one or moreprocessors and may include hardware logic/electrical circuitrycontrolled by the computer code. These example devices are providedherein for purposes of illustration and are not intended to be limiting.Examples of the present disclosure may be implemented in further typesof devices, as would be known to persons skilled in the relevant art(s).

At least some examples of the present disclosure have been directed tocomputer program products including such logic (e.g., in the form ofsoftware) stored on any computer usable medium. Such software, whenexecuted in one or more data processing devices, causes a device tooperate as described herein.

It is also important to note that the construction and arrangement ofthe elements of the invention as shown in the exemplary examples isillustrative only. Although only a few examples of the presentinnovations have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed may be constructed of multiple partsor elements shown as multiple parts may be integrally formed, theoperation of the interfaces may be reversed or otherwise varied, thelength or width of the structures and/or members or connectors or otherelements of the system may be varied, the nature or number of adjustmentpositions provided between the elements may be varied. It will be notedthat the elements and/or assemblies of the system might be constructedfrom any of a wide variety of materials that provide sufficient strengthor durability, in any of a wide variety of colors, textures, andcombinations. Accordingly, all such modifications are intended to beincluded within the scope of the present innovations. Othersubstitutions, modifications, changes, and omissions may be made in thedesign, operating conditions, and arrangement of the desired and otherexemplary examples without departing from the spirit of the presentinnovations.

It will be understood that any described processes or steps withindescribed processes may be combined with other disclosed processes orsteps to form structures within the scope of the present invention. Theexemplary structures and processes disclosed herein are for illustrativepurposes and are not to be construed as limiting.

It is also to be understood that variations and modifications can bemade on the aforementioned structures and methods without departing fromthe concepts of the present invention, and further it is to beunderstood that such concepts are intended to be covered by thefollowing claims unless these claims by their language expressly stateotherwise.

What is claimed is:
 1. A hitch assist system comprising: a sensingsystem configured to detect a trailer proximate a vehicle; a steeringsystem configured to alter a path of the vehicle; a transmission systemhaving one or more gears therein; and a controller for: controlling thesteering system of the vehicle along a path to align a hitch ball with acoupler of the trailer; detecting a fault of the steering system or agear change in the transmission system and pausing a hitch assistoperation of the vehicle; and monitoring the coupler duringrepositioning of the vehicle.
 2. The hitch assist system of claim 1,further comprising: a brake control system configured to stop thevehicle upon detection of the fault of the steering system.
 3. The hitchassist system of claim 1, wherein the sensing system includes one ormore imagers.
 4. The hitch assist system of claim 3, wherein the imageris located on a rear of a vehicle and is disposed to capture one or moreimages of a rear-vehicle scene.
 5. The hitch assist system of claim 1,further comprising: a display configured to provide a notification aboutthe steering fault.
 6. The hitch assist system of claim 1, wherein thehitch assist system provides a resume function when one or moreconditions have been met.
 7. The hitch assist system of claim 6, whereinthe one or more conditions include stopping of the vehicle, thetransmission system being in a reverse gear, or doors of the vehiclebeing in a closed position.
 8. The hitch assist system of claim 6,further comprising: a user input device is configured to acceptinstructions for the controller to continue controlling the steeringsystem of the vehicle along a path to align a hitch ball with a couplerwhen the one or more conditions have been met.
 9. The hitch assistsystem of claim 5, wherein the display is a touchscreen having circuitryto receive an input corresponding with a location over the display. 10.The hitch assist system of claim 1, wherein the controller releasescontrol of at least one of a brake control system, a powertrain system,or a steering system when the transmission system is moved from areverse gear to a different gear.
 11. A hitch assist method comprisingthe steps of: autonomously controlling a steering system to move avehicle along a path to align the vehicle with a coupler; detecting asteering fault of the steering system; pausing control of the steeringsystem when the vehicle is repositioned; and monitoring the couplerwhile the vehicle is repositioned.
 12. The hitch assist method of claim11, further comprising: providing a notification to alleviate thesteering fault.
 13. The hitch assist method of claim 11, furthercomprising: enabling a switch for continuing autonomous control of thevehicle when the steering fault has been overcome.
 14. The hitch assistmethod of claim 11, wherein a sensing system provides the monitoring ofthe coupler while the vehicle is repositioned.
 15. The hitch assistmethod of claim 13, wherein the controlling of the steering systemincludes using an electric steering motor for altering a path of thevehicle.
 16. The hitch assist method of claim 15, wherein the steeringmotor is disposed on an opposing side of a firewall from a steeringwheel.
 17. A hitch assist system comprising: a sensing system configuredto monitor a trailer having a coupler; a transmission system providingone or more gears; and a controller for: generating a path to align ahitch assembly with the coupler; detecting a change in gears; pausing ahitch assist operation of the vehicle; and monitoring the coupler whilethe hitch assist operation is paused.
 18. The hitch assist system ofclaim 17, wherein the sensing system includes an imager for capturingone or more images of the coupler or the hitch ball.
 19. The hitchassist system of claim 17, wherein the controller releases control of atleast one of a brake control system, a powertrain system, or a steeringsystem when the transmission system is moved from a reverse gear to adifferent gear.
 20. The hitch assist system of claim 17, wherein thecontroller resumes control of one or more of a brake control system, apowertrain system, or a steering system when one or more conditions havebeen met.